Draft-rigging for railway-cars.



J. F, OCONNGR.

DRAFT RIGGING FOR RAILWAY CARS.

APPLICATION FILED APR. 11, 1914.

' 1 13 13 V Patnted May 1915.

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JOHN F, O'CONNOR, or CHICAGO, ILLInoIs, ASSIGNOR TO WILLIAM IIQMINER, 0F CHICAGO, ILLINOIS.

DRAFT-RIGGIN G FOR RAILWAY-CARS.

Specification of Letters Patent.

Application filed April 11, 1914. Serial No. 831,288. I

To all whom it mag concern Be it known that 1, JOHN F. OCoNNoR, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented a certain new and useful Im rovement in Draft-Riggings for Railwayars, of which the following is a full, clear, concise, and exact description, reference being hadto the, accompanying drawings, forming a part of this specificati'on.

. y invention relates to improvements in draft rigging for railway cars.

The object of my invention is, to provide a draft rigging of cheap and simple construction, and effective operation.

In the drawings forming a part of this specification, Figure 1 is a side elevation,- partly in vertical longitudinal section, of a draft rigging embodying my invention; Fig. 2 is a horizontal section taken on line 22 of Fig. 1; Fig. 3 is a cross section taken on line 3-3 of'Fig. 1; Fig. 4 is a central vertical longitudinal section, and showing the position of the parts in buff.

Referring to the drawings, the numerals "5-5 represent draft sills or parts of the car frame to which the draft rigging is applied. Mounted between the draft members is a draw-bar 6, the rear end thereof only being shown in the drawing; a .draft yoke 7; compression resisting members 8; front and rear followers 9 and 10, respectively; a stationary key 11; a coupler key 12; and stop members 13-13. The stationary key 11 is preferably a broad flat key passing transversely between the draft members 5-5, and mounted at its ends within the slots 14-14t in the draft members, the said key being preferably secured against accidental displacement bycotters 1515 passed through its ends. The-key 11- passes through the yoke 7 in the transverse slots 16 provided 1Il the limbs 17-17 of the yoke, the said slots being longitudinally rearwardly extended to permit sliding movement of the yoke upon the key 11. I

The limbs 17--17 of the yoke 7 are provided' near their forward ends with the transverse "slots 18-18 for the passage of the coupler key 1-2 therethrough, the said The members 29 and 30 coupler key passing through the .usual transverse slot 19 in the draw-bar and through the slots 20-20 in adjacent portions of the draft members 5. The slots 20-20 in the draft members are suitably extended longitudinally to permit the movement of the key 12 therein in both forward and rearward movement of the draw bar. The slots l8.18 in the draft yoke are sufficiently rearwardly extended to 12 to slidinglymove rearward movement buffing action of the permit the coupler key rearwardly therein on of the draw-bar (3 in draft rigging.

The stop members 1313 are forwardly provided with the stop-shoulders 21-21, against which the front follower 9 is held against forward movement in pulling action of the draft rigging, and with rear stopshoulders 22-22 against yvhichthe rear follower 10 is held against rearward movei ment in bufling action of the draft rigging.

The compression resisting members 8 are mounted between the two followers, the said compression resisting members preferably comprising springs, which preferably are mounted in vertical twin arrangement. In such arrangement the springs are in two sets, the upper set 23 being mounted above the u 24 being mounted below the stationary key 11. Each set preferably comprises an outer spring 25 and an inner spring 26 nested therein. The follo'wers are each preferably provided with upper and lower bosses 27 and 28, respectively, on their inner op-' posed faces, about which the inner springs are seated at their ends, the 'said bosses sprving to support the. springs and prevent tie thereof. The springs, particularly the upper set thereof, also prevent the accidena, tal downward displacement of the followers by reason of the intervention between the ,pper and lower sets of tionary key 11.

In the form of my invention illustrated in the drawings, the stop members 13 are formed by upper and lower members 29 and 30, respectively, spaced passage of the draft yoke 7 between them. are each preferably stationarv key 11, and the lower set 80 accidental downward displacement springs of the staapart to permit the of a general channel shape, the flanges 31 of the upper member 29 being lip-turned. and the flanges 31 of the lower member 30 being down-turned. The said members 29 and 30 are each secured to the draft members by suitable means, preferably rivets passing through. the respective flanges of the said mrn'n bers and through the adjacent members. The members 29 and 3G each provided with an o 'ieninn intermediate the'ends of the member, the said openings registering with each other, and the compression resisting members and followers being received therein. Each of said openings is of width to permit the mounting of a set of surings between the sides thereof, as most clearly shown in Fig. of the drawings. Tlhe web 34- at the forward end of each member 29 and 36 forms the front stop-shoulders 521, and the web 85 at the rear end of said members forms the rear stop-shoulders 22 2 For the sake of economy, is prac to use the portion out from each of tiiemembers 2%? and 80 to form the openings for the followers 9 and 10. In preferable construction, the slots 16 in the limbs of the draft yoke are of such lengti that the forward ends of said slots are in engagement against the front edge of the stationary key 11 when the rear follower 10 is in engagement against the rear stop-shoulders 22,:md when the rear follower is also in engagement against the rear connecting portion 36 of the yoke 7.

@n forward movement of the draw-bar, the coupler key 12 engages against the forward ends of the slots 18 in the limbs of the draft yoke 7, the draft yoke is drawn forwardly upon the stationary key 11, the said draft yoke forwardly actuating the rear follower 10, and compressing; the compression resistin members against the front follower, which is stop and a ainst the front stop-shoulders 21.

It will be observed that should a breakage of the compression resisting members occur by any chance, the car will be drawn by the yoke through its connection with the station ary key,and should not only the compres sion resisting members fail, but should the yoke also fail, then the car may be drawn by an engagement of the coupler key-within the slots 20 in the draft members. ary key 11 may also serve as a to limit the forward movement of the rearlfollower in pulling action of the draft rigginm 6n rearward movement of the draw-bar, the coupler key 12 slides rearwardly within the slots 18 in the limbs of the draft yoke and in the slots 20 in the draft members, the rear of the draw-bar engaging directly against the front follower 9, which moves rearwardly against the compression resisting members, which are held against rearward The station movement by the rear follower 10, the rear follower being stopped by the rear stopshoulders 22 and also by the yoke, which is held against rearward movement by the stationary key 11.

The position of the parts when under full buff is illustrated in Fig. 4 of the drawings.

1. In a draft rigging for railway cars, the combination with the draft members, drawbar and draft yoke, of a stationary key between the draft members, front and rear stop members secured to the-draft members, a compression resisting member extending in either direction beyond the key, fellowers, the draft yoke being connected to the draw-bar and having a sliding engagement 'ith the stationary key.

In a draft rigging for railway cars, in combination, draft members, a draw-bar, a yoke connected thereto, a stationary key, followers, a compression resisting member mounted. between the followers, one of said followers being in front of the stationary key, and the other in the rear of the stationary key, the rear follower engaging the sta tienary key upon extreme forward movement of the drawbar whereby the stationary key limits the forward movement of the rear follower.

3. lo a draft rigging for railway cars, the combination with draft members, draw-bar, a draft yoke secured thereto, and stop meml.-lS, of a stationary key mounted between the draft members, a compression resisting member, and followers, the draft yoke being provided with slots through which the-stationary key passes, the rear follower being stopped against rearward movement by the rear stop members, and by the draft yoke through its said engagement with the sta tionary key.

co'ml ination with draft members, a drawbar and a yoke connected thereto, of a stationary key mounted between the draft members, followers, compression resisting members between said followers and above below the stationary key, the said followers being arranged on opposite sides of the stationary key.

5. In draft rigging for railway cars, in combination, draft members, a draw-bar, a

draft yoke connected thereto, stop members,

followers, compression resisting members mounted. between the followers, comprising upper and lower sets of springs, and means for supporting the compression resisting members, comprising a key passing between the sets of springs and secured at its ends in the draftmembers.

In a draft rigging'for railway cars, in combination, draft members, a draw-bar, a yoke connected tothe draw-bar, stop mom- In a draft rigging for railway cars, the 7 llO bers secured to the draft members, followers, upper and lower sets of springs between the followers, and a stationary key, the followers being provided with bosses about which the ends of the springs are seated, the stationary key passing between the sets of springs and between the followers, the said and sprlngs.

JOHN F. OOONNOR.

Witnesses CARRIE G. RANZ, ELIZABETH BRITT. 

